Method and apparatus for controlling aircraft

ABSTRACT

A method and an apparatus for controlling an aircraft are disclosed. The method includes: determining a horizontal velocity V h  and a vertical velocity V v  of the aircraft; acquiring, along a moving direction of the aircraft, an object having a distance that is no greater than a preset distance L away from the aircraft; predicting, according to the horizontal velocity V h , the vertical velocity V v , and the preset distance L, a position relationship between the aircraft and the object after the aircraft flies the preset distance L; and controlling the aircraft, by using a preset control measure, if the position relationship meets a preset relationship.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of International Application No.PCT/CN2016/077351, with an international filing date of Mar. 25, 2016,the entire contents of all of which are incorporated herein byreference.

TECHNICAL FIELD

The present disclosure relates to the field of aircraft controltechnology, and particularly, to a method and an apparatus forcontrolling an aircraft.

BACKGROUND

Drones, also known as unmanned aerial vehicles, are unmanned aircraftsmanipulated by radio remote control equipment and self-contained programcontrol units. Unmanned aerial vehicles are equipped with no cockpit,but include facilities such as navigation flight control systems,program control devices, power equipment and power supply. Staffs inground telemetering stations track, position, remote control, telemeter,and transmit data to the unmanned aerial vehicles through equipment suchas data link. Compared with manned aircrafts, the unmanned aerialvehicles are small in size, low in manufacture cost, easy to use, andcan adapt to various flying conditions, so they are widely used inaerial remote sensing, meteorological research, aerial sowing, pestcontrol and warfare.

Aircrafts, represented by unmanned aerial vehicles, may crash whenencountering mechanical breakdown or colliding with other objects, andthe crash may fall on and damage passers-by or vehicles, causing injuryand property loss. Thus, with the extensive use of the aircraftsrepresented by unmanned aerial vehicles, the control of the aircraft,especially the control of aircrafts during falling has become an urgentproblem to be solved.

In related arts, the loss caused by the crash of aircraft can be reducedby preventing the fall of the aircraft.

SUMMARY

An embodiment of the present disclosure provides a method forcontrolling an aircraft. The method includes:

-   -   determining a horizontal velocity V_(h) and a vertical velocity        V_(v) of the aircraft;    -   acquiring, along a moving direction of the aircraft, an object        having a distance that is no greater than a preset distance L        away from the aircraft;    -   predicting, according to the horizontal velocity V_(h), the        vertical velocity V_(v) and the preset distance L, a position        relationship between the aircraft and the object after the        aircraft flies the preset distance L; and    -   controlling the aircraft, by using a preset control measure, if        the position relationship meets a preset relationship;    -   wherein the predicting, according to the horizontal velocity        V_(h), the vertical velocity V_(v), and the preset distance L, a        position relationship between the aircraft and the object after        the aircraft flies the preset distance L includes:    -   determining a first projection position of the aircraft in a        probe plane;    -   determining a scanning position of the object in the probe        plane;    -   a distance between the probe plane and the aircraft being L, and        the probe plane being vertical to a moving direction of the        aircraft;    -   predicting, according to the first projection position, the        horizontal velocity V_(h), the vertical velocity V_(v), and the        preset distance L, a second projection position of the aircraft        in the probe plane after the aircraft flies the preset distance        L; and    -   defining a position relationship between the second projection        position and the scanning position as the position relationship        between the aircraft and the object after the aircraft flies the        preset distance L.

Another embodiment of the present disclosure provides an apparatus forcontrolling an aircraft. The apparatus includes:

-   -   at least one processor; and    -   a memory communicably connected with the at least one processor        and storing one or more programs executable by the at least one        processor, the one or more programs including:    -   a first determining module, being configured to determine a        horizontal velocity V_(h) and a vertical velocity V_(v) of an        aircraft;    -   an acquisition module, being configured to acquire an object        along a falling direction of the aircraft, a distance between        the object and the aircraft being no greater than a preset        distance L;    -   a prediction module, being configured to predict, according to        the horizontal velocity V_(h), the vertical velocity V_(v), and        the preset distance L determined by the first determining        module, a position relationship between the aircraft and the        object acquired by the acquisition module after the aircraft        flies the preset distance L; and    -   a control module, being configured to control the aircraft, by        using a preset control measure, if the position relationship        predicted by the prediction module meets a preset relationship;    -   wherein the prediction module includes:    -   a first determining unit, being configured to determine a first        projection position of the aircraft in a probe plane, a distance        between the probe plane and the aircraft being L, and the probe        plane being vertical to a moving direction of the aircraft;    -   a second determining unit, being configured to determine a        scanning position of the object in the probe plane;    -   a prediction unit, being configured to predict, according to the        first projection position, the horizontal velocity V_(h), the        vertical velocity V_(v), and the preset distance L determined by        the first determining unit, a second projection position of the        aircraft in the probe plane after the aircraft flies the preset        distance L; and    -   a third determining unit, being configured to define a position        relationship between the second projection position predicted by        the prediction unit and the scanning position determined by the        second determining unit as the position relationship between the        aircraft and the object after the aircraft flies the preset        distance L.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments are illustrated by way of example, and not bylimitation, in the figures of the accompanying drawings, whereinelements having the same reference numeral designations represent likeelements throughout. The drawings are not to scale, unless otherwisedisclosed.

FIG. 1 is a flow chart of a method for controlling an aircraft accordingto one embodiment of the present disclosure;

FIG. 2 is a schematic diagram of an unmanned aerial vehicle according toanother embodiment of the present disclosure;

FIG. 3 is a flow chart of another method for controlling an aircraftaccording to another embodiment of the present disclosure;

FIG. 4 is a schematic diagram of velocity of an unmanned aerial vehicleaccording to another embodiment of the present disclosure;

FIG. 5 is an obstacle information diagram according to anotherembodiment of the present disclosure;

FIG. 6 is a three-dimensional obstacle information diagram according toanother embodiment of the present disclosure;

FIG. 7 is a top view of an unmanned aerial vehicle according to anotherembodiment of the present disclosure;

FIG. 8 is a projection diagram of an unmanned aerial vehicle in athree-dimensional obstacle information diagram according to anotherembodiment of the present disclosure;

FIG. 9 is a projection position diagram of an unmanned aerial vehicle ina three-dimensional obstacle information diagram according to anotherembodiment of the present disclosure;

FIG. 10 is a projection displacement diagram of an unmanned aerialvehicle in a three-dimensional obstacle information diagram according toanother embodiment of the present disclosure;

FIG. 11 is a projection diagram of another unmanned aerial vehicle in athree-dimensional obstacle information diagram according to anotherembodiment of the present disclosure;

FIG. 12 is a flow chart of another method for controlling an aircraftaccording to another embodiment of the present disclosure;

FIG. 13 is another obstacle information diagram according to anotherembodiment of the present disclosure;

FIG. 14 is another three-dimensional obstacle information diagramaccording to another embodiment of the present disclosure;

FIG. 15 is a schematic diagram of an apparatus for controlling anaircraft according to another embodiment of the present disclosure;

FIG. 16 is a schematic diagram of another apparatus for controlling anaircraft according to another embodiment of the present disclosure;

FIG. 17 is a schematic diagram of a prediction module according toanother embodiment of the present disclosure;

FIG. 18 is a schematic diagram of a first determining unit according toanother embodiment of the present disclosure; and

FIG. 19 is a schematic diagram of a prediction unit according to anotherembodiment of the present disclosure.

FIG. 20 is a schematic structural diagram of an apparatus forcontrolling an aircraft according to an embodiment of the presentdisclosure.

DETAILED DESCRIPTION

Currently, there is no way to control falling aircrafts, thus, theyoften inevitably collide with objects ahead, there is also no way toavoid casualties and property loss caused by falling on passers-by orvehicles. To reduce the damages caused by the aircrafts that is falling,the present application provides a method for controlling an aircraft,and the method can be applied to an apparatus for controlling anaircraft. The apparatus for controlling an aircraft is illustrated asshown in any one of FIGS. 15-19. The apparatus for controlling anaircraft is installed on an aircraft, and meanwhile, the aircraft can beequipped with a depth of field sensor; the probe direction of the depthof field sensor can be the same as the moving direction of the aircraft;when the aircraft is falling, the apparatus for controlling an aircraftcan determine a horizontal velocity V_(h) and a vertical velocity V ofthe aircraft, acquire an object having a distance that is no greaterthan a preset distance L away from the aircraft along the movingdirection of the aircraft via the depth of field sensor, then predict,according to the horizontal velocity V_(h), the vertical velocity andthe preset distance L, a position relationship between the aircraft andthe object after the aircraft flies the preset distance L, and controlthe aircraft, by using a preset control measure, if the positionrelationship meets a preset relationship, thus achieving the control ofthe aircraft after the falling happens.

In combination with the above implementation environment, an embodimentprovides a method for controlling an aircraft, as shown in FIG. 1, themethod provided by the present embodiment includes the following steps:

101. Determining a horizontal velocity V_(h) and a vertical velocityV_(v) of an aircraft.

In some embodiments, prior to the Determining a horizontal velocityV_(h) and a vertical velocity V_(v) of an aircraft, the method furtherincludes:

determining fall of the aircraft.

102. Acquiring, along a moving direction of the aircraft, an objecthaving a distance that is no greater than a preset distance L away fromthe aircraft.

In some embodiments, the aircraft is equipped with a depth of fieldsensor, and a probe direction of the depth of field sensor is the sameas the moving direction of the aircraft;

acquiring, along a moving direction of the aircraft, an object having adistance that is no greater than a preset distance L away from theaircraft, includes:

acquiring an object probed by the depth of field sensor with the presetdistance L as a depth of field.

103. Predicting, according to the horizontal velocity V_(h), thevertical velocity V_(v), and the preset distance L, a positionrelationship between the aircraft and the object after the aircraftflies the preset distance L.

In some embodiments, predicting, according to the horizontal velocityV_(h), the vertical velocity V_(v), and the preset distance L, aposition relationship between the aircraft and the object after theaircraft flies the preset distance L includes:

determining a first projection position of the aircraft in a probeplane, determining a scanning position of the object in the probe plane,a distance between the probe plane and the aircraft being L, and theprobe plane being vertical to a moving direction of the aircraft;

predicting, according to the first projection position, the horizontalvelocity V_(h), the vertical velocity V_(v), and the preset distance L,a second projection position of the aircraft in the probe plane afterthe aircraft flies the preset distance L; and

defining a position relationship between the second projection positionand the scanning position as the position relationship between theaircraft and the object after the aircraft flies the preset distance L.

In some embodiments, determining a first projection position of theaircraft in a probe plane includes:

acquiring a three-dimensional size of the aircraft;

determining an angle between the depth of field sensor and an initialdirection of the aircraft;

projecting the aircraft in the probe plane according to thethree-dimensional size and the angle; and

defining a projection position of the aircraft in the probe plane as thefirst projection position.

In some embodiments, predicting, according to the first projectionposition, the horizontal velocity V_(h), the vertical velocity V_(v),and the preset distance L, a second projection position of the aircraftin the probe plane after the aircraft flies the preset distance Lincludes:

predicting, according to the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L, a longitudinal movingdistance s of the aircraft in the probe plane after the aircraft fliesthe preset distance L; and

defining a position of the first projection position afterlongitudinally moving the distance s as the second projection position.

In some embodiments, predicting, according to the horizontal velocityV_(h), the vertical velocity V_(v), and the preset distance L, alongitudinal moving distance s of the aircraft in the probe plane afterthe aircraft flies the preset distance L includes:

predicting the longitudinal moving distance s according to the followingformula:

$s = \frac{L \times {\tan( {{\arctan( {( {V_{v} + {g \times {L/\sqrt{V_{h}^{2} + V_{v}^{2}}}}} )/V_{h}} )} - {\arctan( {V_{v}/V_{h}} )}} )}}{a}$

in which, g is gravitational acceleration, and a is a preset scaled-downconstant.

104. Controlling the aircraft, by using a preset control measure, if theposition relationship meets a preset relationship.

In some embodiments, the preset control measure includes: ejecting agasbag, or disintegrating the aircraft.

Advantages of the method for controlling an aircraft are summarized asfollows. The method includes determining a horizontal velocity V_(h) anda vertical velocity V_(v) of an aircraft; acquiring, along a movingdirection of the aircraft, an object which is no greater than a presetdistance L away from the aircraft; predicting, according to thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L, a position relationship between the aircraft and the objectafter the aircraft flies the preset distance L; and controlling theaircraft, by using a preset control measure, if the positionrelationship meets a preset relationship, thus achieving the control ofan aircraft after the falling happens.

In combination with the above implementation environment, an embodimentprovides a method for controlling an aircraft. Because the aircraft hasa wide variety, convenient for illustrating, the embodiment merely takesan unmanned aerial vehicle and an object A as an example, and thedistance between the object A and the unmanned aerial vehicle is nogreater than a preset distance L.

Wherein, as shown in FIG. 2, the unmanned aerial vehicle is equippedwith an infrared laser depth of field sensor capable of 360-degree freerotation, and the probe direction of the infrared laser depth of fieldsensor capable of 360-degree free rotation is always the same as themoving direction of the unmanned aerial vehicle.

As shown in FIG. 3, the method of the embodiment includes the followingsteps:

301. Determining fall of the unmanned aerial vehicle.

In the course of flight, the unmanned aerial vehicle (UAV) supervisesits own status and the running conditions of the equipment and so on,and based on the supervision results, judges whether the UAV is falling,when it is judged that the UAV is falling, determines that the UAV isfalling.

There are many reasons for the falling, for example, as shown in FIG. 2,the UAV mechanical failure, or collision during flight, or the like.Likewise, there are many falling manners of the UAV, for example, freefall, or fall caused by the stall of part propellers, or the like. Inaddition, in practical applications, different UAVs may have differentaccelerations during falling, in the present embodiment, there is norestriction on the specific falling acceleration of the UAVs.

302. Determining a horizontal velocity V_(h) and a vertical velocityV_(v) of the UAV.

Because the unmanned aerial vehicles are all equipped with devices andsystems including Global Positioning System (GPS) and height sensors, inthe present step, the horizontal velocity V_(h) of the UAVs can beacquired by GPS, and the vertical velocity V_(v) can be acquired byheight sensors.

It should be note that, unless otherwise indicated, the velocities(including but not limited to flight velocity V, horizontal velocityV_(h) and vertical velocity V_(v)) mentioned in the instant andfollow-up embodiments are all vectors having both magnitudes anddirections.

Furthermore, for the determination of the position of the unmannedaerial vehicle itself in the follow-up steps, after acquiring thehorizontal velocity V_(h) and the vertical velocity V_(v), the flightvelocity V of the unmanned aerial vehicle can be calculated according tothe horizontal velocity V_(h) and the vertical velocity V_(v), toascertain the velocity of the unmanned aerial vehicle in thethree-dimensional space.

For example, if the direction of the horizontal velocity V_(h) is αdegree north by east, the flight velocity V is the current actualvelocity of the unmanned aerial vehicle, the direction of the flightvelocity V is horizontally downward and forms an included angle of βdegree with the horizontal plane, as shown in FIG. 4.

In some exemplary embodiments,v=√{square root over ((v _(h) ² +v _(v) ²))}, β=arctan(v _(v) /v _(h))

Certainly, the unmanned aerial vehicle can measure and calculate thecurrent flight velocity in real time, so the velocity V can be alsoacquired from corresponding measuring equipment of the unmanned aerialvehicle directly.

303. Acquiring an object along a moving direction of the unmanned aerialvehicle, a distance between the object and the unmanned aerial vehiclebeing no greater than a preset distance L.

Because the probe direction of the infrared laser depth of field sensorcapable of 360-degree free rotation in FIG. 2 is always the same as themoving direction of the unmanned aerial vehicle, the present step can beachieved by acquiring an object which is probed by the infrared laserdepth of field sensor capable of 360-degree free rotation with thedistance L as a depth of field.

For example, the infrared laser depth of field sensor capable of360-degree free rotation performs real-time depth of field scanningwithin the distance L, herein suppose L is the farthest scanningdistance, to yield an obstacle information diagram as shown in FIG. 5.The infrared laser depth of field sensor capable of 360-degree freerotation can also perform distance measurement of the visible region,the pixel point d of undetected objects is ∞, if the pixel point of theobjects A is detected, record the distance information d (0-L) of thepixel point. The distance information of all pixel points is depicted toyield a three-dimensional obstacle information diagram as shown in FIG.6.

In addition, that the probe direction of the infrared laser depth offield sensor capable of 360-degree free rotation is always the same asthe moving direction of the unmanned aerial vehicle can be achievedaccording to the following implementation mode: the infrared laser depthof field sensor capable of 360-degree free rotation can automaticallyadjust itself so as to align to the αdegree east by north in thehorizontal direction according to its own geomagnetic sensor, and thenrotate by the angle β along the direction vertical to the geocenter, atthis point, even if the unmanned aerial vehicle rotates or rolls duringfalling, the infrared laser depth of field sensor capable of 360-degreefree rotation can always follow the absolute direction of the velocityof the unmanned aerial vehicle based on the two absolute angle values α,β.

Certainly, the embodiment merely takes the detection of the infraredlaser depth of field sensor capable of 360-degree free rotation as anexample for description, in practical applications, the unmanned aerialvehicle can be equipped with other kinds of depth of field sensors, aslong as the sensors can probe the objects with the preset distance L asa depth of field and rotate freely within 360 degrees, so as to ensurethe probe direction of the sensor is always the same as the movingdirection of the unmanned aerial vehicle.

304. Predicting, according to the horizontal velocity V_(h), thevertical velocity V_(v), and the preset distance L, a positionrelationship between the unmanned aerial vehicle and the object afterthe unmanned aerial vehicle flies the preset distance L.

In some exemplary embodiments, the implementation includes but is notlimited to the following four steps:

Step 1. Determining a first projection position of the aircraft in aprobe plane;

Herein, the distance between the probe plane and the unmanned aerialvehicle is L, and the probe plane is vertical to the moving direction ofthe unmanned aerial vehicle.

In some exemplary embodiments, the step 1 can be achieved through thefollowing three substeps:

Substep 1.1: Acquiring a three-dimensional size of the unmanned aerialvehicle.

Each unmanned aerial vehicle has a precise three-dimensional size asbeing manufactured, and the three-dimensional size is often stored inrelated program of the unmanned aerial vehicle as three-dimensionalmodel information; in the present substep, the three-dimensional sizecan be directly acquired from the related program.

Substep 1.2: Determining an angle between the depth of field sensor andan initial direction of the aircraft.

The infrared laser depth of field sensor capable of 360-degree freerotation in FIG. 2 is connected to the unmanned aerial vehicle viadouble shafts or multiple shafts, and at any time the infrared laserdepth of field sensor capable of 360-degree free rotation can sense theinstant angle of each shaft. Each instant shaft angle of the infraredlaser depth of field sensor capable of 360-degree free rotation isdefined as an angle between the depth of field sensor and the initialdirection of the unmanned aerial vehicle.

Substep 1.3: Projecting the aircraft in the probe plane according to thethree-dimensional size and the angle.

The infrared laser depth of field sensor capable of 360-degree freerotation can rotate around X axis and Y axis, and the direction facingthe right ahead in FIG. 2 is defined as the positive direction. ObserveY axis from top, as shown in FIG. 7, Y axis is upward and vertical tothe apparatus.

If the infrared laser depth of field sensor capable of 360-degree freerotation rotates clockwise by the angle y along the Y axis, it is knownthat the projection component along the Y axis is y+180° when theunmanned aerial vehicle is falling; similarly, if the sensor rotates bythe angle x along the X axis, the projection component along the X axisis x+180°.

Suppose (x+180°, y+180°) to be a 3D model projection angle of theunmanned aerial vehicle, the shape of the unmanned aerial vehicle in thedepth of field sensor can be obtained. The size of the unmanned aerialvehicle is known in step 1, the size of the photosensitive device of theinfrared laser depth of field sensor capable of 360-degree free rotationand the lens focal length are also known, so the unmanned aerial vehicleknows the actual size of the projection image at the L position in theprobe image, as shown in FIG. 8.

Substep 1.4: Defining a projection position of the aircraft in the probeplane as the first projection position.

Step 2: Determining a scanning position of the object in the probeplane, a distance between the probe plane and the aircraft being L, andthe probe plane being vertical to a moving direction of the aircraft.

In step 303, the distance between the three-dimensional obstacleinformation diagram and the unmanned aerial vehicle is L, and the probeplane is vertical to the moving direction of the unmanned aerialvehicle, thus, the three-dimensional obstacle information diagram instep 303 is a part of the probe plane, the three-dimensional obstacleinformation diagram in step 303 can be directly acquired in step 2, thediagram is regarded as the projection result of the object A in theprobe plane, and the projection position of the object A in the diagramis defined as the scanning position.

As for the implementation order of step 1 and step 2, as anillustration, in this embodiment step 1 is followed by step 2, inpractical applications, step 2 can be followed by step 1, or step 1 andstep 2 are carried out simultaneously. The embodiment has no restrictionon the implementation order of step 1 and step 2.

Step 3: Predicting, according to the first projection position, thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L, a second projection position of the aircraft in the probeplane after the aircraft flies the preset distance L.

Step 3 can be implemented based on the following two substeps:

Substep 3.1: predicting, according to the horizontal velocity V_(h), thevertical velocity V_(v), and the preset distance L, a longitudinalmoving distance s of the aircraft in the probe plane after the aircraftflies the preset distance L, and the distance s can be predictedaccording to the following formula:

$s = \frac{L \times {\tan( {{\arctan( {( {V_{v} + {g \times {L/\sqrt{V_{h}^{2} + V_{v}^{2}}}}} )/V_{h}} )} - {\arctan( {V_{v}/V_{h}} )}} )}}{a}$

in which, g is gravitational acceleration, and a is a preset scaled-downconstant. The formula can be deduced as follows:

In step 302, the flight velocity V, the horizontal velocity V_(h), thevertical velocity V_(v) of the unmanned aerial vehicle are known, thedirection of the flight velocity V is horizontally downward and forms anincluded angle of β degree with the horizontal plane. In the substep 1.3of step 304, the angular velocity between the infrared laser depth offield sensor capable of 360-degree free rotation and the X, Y axis ofthe body of the unmanned aerial vehicle are known, which are supposed tobe ω_(x) and ω_(y), respectively.

Irrespective of the influence of the air speed, in the process of freefall, the horizontal velocity V_(h) remain unchanged theoretically,while the vertical velocity V_(v) gradually increases due to thegravitational acceleration.

In the non-free fall, both the horizontal velocity V_(h) and thevertical velocity V_(v) change, however, the unmanned aerial vehicle canstill acquire the horizontal velocity V_(h) and the vertical velocityV_(v) at any moment, and predict the movement according the fallingtrack.

Hereinbelow, the embodiment takes the free fall as an example forfurther analysis. When the detected distance is L, it is known that thetime the unmanned aerial vehicle flies to the probe plane which is Laway from the unmanned aerial vehicle is approximately L/V, as shown inFIG. 9.

Suppose, after the time of L/V, the vertical velocity V_(v) is changedinto V_(v)′,

Then v_(v)′=v_(v)+g×L/v, and thenβ′=arctan(v _(v) ′/v _(h))

Suppose, after the time of L/V, the longitudinal moving distance of theprojection image of the unmanned aerial vehicle in the probe imagebefore the time of L/V is b (in the process of free fall, the horizontalvelocity and direction remain unchanged, so there is no horizontalmovement in the probe image), as shown in FIG. 10.

It is known b=L×tan(β′−β), by substitution, to yield:b=L×tan(arctan((v _(v) +g×L/√{square root over (v _(h) ² +v _(v)²)})/−arctan(v _(v) /v _(h)))

b is the actual longitudinal moving distance, in the actual area of theinfrared laser depth of field sensor capable of 360-degree freerotation, the moving distance and the actual distance are shrunkgeometrically, the shrinking ratio is a known parameter after theinfrared laser depth of field sensor capable of 360-degree free rotationand the lens group are manufactured. Suppose the shrinking ratio outsidethe distance L is a constant a, the longitudinal moving distance in theinfrared laser depth of field sensor capable of 360-degree free rotationis:

$s = {\frac{b}{a} = \frac{L \times {\tan( {{\arctan( {( {V_{v} + {g \times {L/\sqrt{V_{h}^{2} + V_{v}^{2}}}}} )/v_{h}} )} - {\arctan( {V_{v}/V_{h}} )}} )}}{a}}$

Substep 3.2: Defining a position of the first projection position afterlongitudinally moving the distance s as the second projection position.

After acquiring the distance s, and the angular velocity between theinfrared laser depth of field sensor capable of 360-degree free rotationand the X, Y axis of the body of the unmanned aerial vehicle are knownto be ω_(x) and ω_(y), respectively, which remain unchanged in theprocess of free fall, thus, after the time of L/v, the rotation anglesof the unmanned aerial vehicle around X axis and Y axis are ω_(x)×L/vand ω_(y)×L/v, respectively; suppose, after the time of L/v, theposition of the unmanned aerial vehicle after longitudinally moving thedistance s from the first projection position in the probe image beforethe time of L/v is as shown in FIG. 11, then the position is defined asthe second projection position.

Step 4: Defining a position relationship between the second projectionposition and the scanning position as the position relationship betweenthe aircraft and the object after the aircraft flies the preset distanceL.

If the second projection position and the scanning position arepartially overlapped, it is determined that the unmanned aerial vehicle,after flying the distance L, will collide with the object A.

If the second projection position and the scanning position are notoverlapped at all, and the distance between the second projectionposition and the scanning position in the scanning image is c, then itis determined that the unmanned aerial vehicle, after flying thedistance L, will not collide with the object A, and the actual distancebetween the unmanned aerial vehicle and the object A is c×a.

305. Controlling the aircraft, by using a preset control measure, if theposition relationship meets a preset relationship.

Herein, the preset control measure includes but is not limited to:ejecting a gasbag, or disintegrating the aircraft.

If the preset relationship is that the positions of the unmanned aerialvehicle and the object A are partially overlapped, only the position,determined in step 304, of the unmanned aerial vehicle after flying thedistance L and the position of the object A are partially overlapped,the preset control measure is adopted to control the unmanned aerialvehicle.

If the preset relationship is that the actual distance between theunmanned aerial vehicle and the object A is no greater than e, one theone hand, when the position, determined in step 304. of the unmannedaerial vehicle after flying the distance L and the position of theobject A are partially overlapped, the preset control measure is adoptedto control the unmanned aerial vehicle; on the other hand, when theposition, determined in step 304, of the unmanned aerial vehicle afterflying the distance L and the position of the object A are notoverlapped at all, and the actual distance between the unmanned aerialvehicle and the object A is c×a which is no greater than e, the presetcontrol measure is adopted to control the unmanned aerial vehicle.

Thus, through predicting the current moving status of the unmannedaerial vehicle, it is known whether the unmanned aerial vehicle, afterflying the distance L, will collide with the object A.

For example, if it is predicted that the unmanned aerial vehicle, afterflying the distance L, will collide with the object A (pedestrians,ground, buildings, or the like), the emergency protection device of theunmanned aerial vehicle is activated, including ejecting a gasbag, ordisintegrating the aircraft, or the like, which can not only prevent theunmanned aerial vehicle from destroying, but also protect thepedestrians or properties from injury and damage.

The embodiment provides a method for preventing the collision of fallingunmanned aerial vehicles. The unmanned aerial vehicles are equipped withan infrared laser depth of field sensor capable of 360-degree freerotation, which can real-time point to the current velocity direction.Through such technologies as the ultra-high frequency scanning laserranging at the L position or pattern-based full depth of field analysis,in combination with the projection image of the profile of the unmannedaerial vehicle at the instant moment and angle, and based on thebidirectional components and rotation velocity of the current velocityin the projection plane, it can be predicted whether the collision willhappen. If the collision is about to happen, the emergency mechanism isactivated (such as ejecting a gasbag, or disintegrating the aircraft, orthe like), so as to prevent the damage of the unmanned aerial vehicle,pedestrians or properties to the utmost. With the increasingly wide useof the unmanned aerial vehicles, the method provided by the embodimentcan greatly improve the safety of the apparatus, objects and pedestrianson the ground.

In some exemplary embodiments, the embodiment only takes the unmannedaerial vehicle in FIG. 2 which is equipped with one infrared laser depthof field sensor capable of 360-degree free rotation as an example toexplain and describe. In practical applications, because the sight lineof the infrared laser depth of field sensor capable of 360-degree freerotation may be blocked, or other problems, two or more infrared laserdepth of field sensors capable of 360-degree free rotation can bemounted, the embodiment does not limit the number of the sensors. Whenthe unmanned aerial vehicle is equipped with a plurality of infraredlaser depth of field sensors capable of 360-degree free rotation, allthe data acquired by the infrared laser depth of field sensors capableof 360-degree free rotation can be integrated and used as the final dataacquired by the infrared laser depth of field sensors capable of360-degree free rotation for subsequent treatment.

The method for preventing the collision of a falling unmanned aerialvehicle of the embodiment of the present disclosure starts to implementwhen the unmanned aerial vehicle begins falling, and the implementationis continuous and repetitive, that is to say, the method for preventingthe collision of a falling unmanned aerial vehicle of the embodiment,through acquiring the horizontal velocity V_(h) and the verticalvelocity V_(v) of the unmanned aerial vehicle and acquiring an objectalong the moving direction of the unmanned aerial vehicle, the distancebetween the object and the unmanned aerial vehicle being no greater thana preset distance L, can adopt a preset anti-collision measure when theunmanned aerial vehicle is about to collide with the object, thuspreventing the collision of the unmanned aerial vehicle with the objectin the falling process.

Advantages of the method for controlling an aircraft are summarized asfollows. The method includes determining a horizontal velocity V_(h) anda vertical velocity V_(v) of an unmanned aerial vehicle; acquiring anobject along a moving direction of the unmanned aerial vehicle, adistance between the object and the unmanned aerial vehicle being nogreater than a preset distance L; predicting, according to thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L, a position relationship between the unmanned aerial vehicleand the object after the unmanned aerial vehicle flies the presetdistance L; and controlling the unmanned aerial vehicle, by using apreset control measure, if the position relationship meets a presetrelationship, thus achieving the control of the unmanned aerial vehicleafter falling happens.

The above embodiment explains the method for controlling an aircraft byillustrating an unmanned aerial vehicle and one object which is nogreater than L away from the unmanned aerial vehicle. According to theabovementioned implementing environment, when there are multiple objectsno greater than L away from the unmanned aerial vehicle, the presentapplication provides another method for controlling the unmanned aerialvehicle.

In this embodiment, still take the unmanned aerial vehicle equipped withan infrared laser depth of field sensor capable of 360-degree freerotation in FIG. 2 as an example, and the probe direction of theinfrared laser depth of field sensor capable of 360-degree free rotationis always the same as the moving direction of the unmanned aerialvehicle.

As shown in FIG. 12, the method of the embodiment includes the followingsteps:

1201. Determining fall of the unmanned aerial vehicle.

The implementation mode in this step is the same as that in step 301,please see step 301 for details, which need not be repeated here.

1202. Determining a horizontal velocity V_(h) and a vertical velocityV_(v) of the UAV.

The implementation mode in this step is the same as that in step 302,please see step 302 for details, which need not be repeated here.

1203. Acquiring all objects along a moving direction of the unmannedaerial vehicle, a distance between the objects and the unmanned aerialvehicle being no greater than a preset distance L.

Because there is a plurality of objects which are no greater than apreset distance L away from the unmanned aerial vehicle in the movingdirection of the unmanned aerial vehicle, this step is required toacquire all the objects which are no greater than a preset distance Laway from the unmanned aerial vehicle.

For each object, the implementation mode in this step is the same asthat in the step 303, please see step 303 for details, which need not berepeated here.

For example, the infrared laser depth of field sensor capable of360-degree free rotation performs real-time depth of field scanningwithin the distance L, to yield an obstacle information diagram as shownin FIG. 13. The infrared laser depth of field sensor capable of360-degree free rotation can also perform distance measurement in thevisible region, to yield a three-dimensional obstacle informationdiagram as shown in FIG. 14.

1204. Predicting, according to the horizontal velocity V_(h), thevertical velocity V_(v), and the preset distance L, a positionrelationship between the unmanned aerial vehicle and each object afterthe unmanned aerial vehicle flies the preset distance L.

For each object, the implementation mode for predicting, according tothe horizontal velocity V_(h), the vertical velocity V_(v), and thepreset distance L, a position relationship between the unmanned aerialvehicle and each object after the unmanned aerial vehicle flies thepreset distance L is the same as that in step 304, please see step 304for details, which need not be repeated here.

1205. Controlling the unmanned aerial vehicle, by using a preset controlmeasure, if the position relationship between the unmanned aerialvehicle and the object meets a preset relationship.

Determine, respectively, whether the position relationship between theunmanned aerial vehicle and each object meets a preset relationship, ifthere is one object, of which the position relationship with theunmanned aerial vehicle meets a preset relationship, then a presetcontrol measure is adopted to control the unmanned aerial vehicle.

The implementation mode for determining whether a position relationshipbetween the unmanned aerial vehicle and each object after the unmannedaerial vehicle flies the preset distance L meets a preset relationshipis the same as that in step 305, please see step 305 for details, whichneed not be repeated here.

Advantages of the method and an apparatus for controlling an unmannedaerial vehicle are summarized as follows. The method includesdetermining a horizontal velocity V_(h) and a vertical velocity V_(v) ofan unmanned aerial vehicle; acquiring all objects along a movingdirection of the unmanned aerial vehicle, a distance between all theobjects and the unmanned aerial vehicle being no greater than a presetdistance L; predicting, according to the horizontal velocity V_(h), thevertical velocity V_(v), and the preset distance L, a positionrelationship between the unmanned aerial vehicle and the objects afterthe unmanned aerial vehicle flies the preset distance L; and controllingthe unmanned aerial vehicle, by using a preset control measure, if theposition relationship between the unmanned aerial vehicle and at leastone object meets a preset relationship, thus achieving the control ofthe unmanned aerial vehicle after falling happens.

Based on the same inventive concept, the embodiment in FIG. 15 providesan apparatus for controlling an aircraft. The principle for controllingan aircraft of the apparatus is basically the same as that in the methodfor controlling the aircraft, so the implementation mode of theapparatus for controlling the aircraft is the same as that in themethod, which need not be repeated here.

As shown in FIG. 15, the apparatus for controlling an aircraft includes:

a first determining module 1501, being configured to determine ahorizontal velocity V_(h) and a vertical velocity V_(v) of an aircraft;

an acquisition module 1502, being configured to acquire an object alonga moving direction of the aircraft, a distance between the object andthe aircraft being no greater than a preset distance L;

a prediction module 1503, being configured to predict, according to thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L determined by the first determining module 1501, a positionrelationship between the aircraft and the object acquired by theacquisition module 1502 after the aircraft flies the preset distance L;and

a control module 1504, being configured to control the aircraft, byusing a preset control measure, if the position relationship predictedby the prediction module 1503 meets a preset relationship.

As shown in FIG. 16, the apparatus further includes:

a second determining module 1505, being configured to determine fall ofthe aircraft.

As shown in FIG. 1 the prediction module 1503 includes:

a first determining unit 15031, being configured to determine a firstprojection position of the aircraft in a probe plane, a distance betweenthe probe plane and the aircraft being L, and the probe plane beingvertical to a moving direction of the aircraft;

a second determining unit 15032, being configured to determine ascanning position of the object in the probe plane;

a prediction unit 15033, being configured to predict, according to thefirst projection position, the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L determined by the firstdetermining unit 15031, a second projection position of the aircraft inthe probe plane after the aircraft flies the preset distance L; and

a third determining unit 15034, being configured to define a positionrelationship between the second projection position predicted by theprediction unit 15033 and the scanning position determined by the seconddetermining unit 15032 as the position relationship between the aircraftand the object after the aircraft flies the preset distance L.

In some embodiments, the aircraft is equipped with a depth of fieldsensor, and a probe direction of the depth of field sensor is the sameas the moving direction of the aircraft; and

the acquisition module 1502 is configured to acquire an object probed bythe depth of field sensor with the preset distance Las a depth of field.

As shown in FIG. 18, the first determining unit 15031 includes:

an acquisition subunit 150311, being configured to acquire athree-dimensional size of the aircraft;

a first determining subunit 150312, being configured to determine anangle between the depth of field sensor and an initial direction of theaircraft;

a projection subunit 150313, being configured to project the aircraft inthe probe plane according to the three-dimensional size acquired by theacquisition subunit 150311 and the angle determined by the firstdetermining subunit 150312; and

a second determining subunit 150314, being configured to define aprojection position of the aircraft projected by the projection subunit150313 in the probe plane as the first projection position.

As shown in FIG. 19, the prediction unit 15033 includes:

a prediction subunit 150331, being configured to predict, according tothe horizontal velocity V_(h), the vertical velocity V_(v), and thepreset distance L, a longitudinal moving distance s of the aircraft inthe probe plane after the aircraft flies the preset distance L; and

a determining subunit 150332, being configured to define a position ofthe first projection position after longitudinally moving the distance spredicted by the prediction subunit 150331 as the second projectionposition.

In some exemplary embodiments, the prediction subunit predicts thedistance s according to the following formula:

$s = \frac{L \times {\tan( {{\arctan( {( {V_{v} + {g \times {L/\sqrt{V_{h}^{2} + V_{v}^{2}}}}} )/V_{h}} )} - {\arctan( {V_{v}/V_{h}} )}} )}}{a}$

in which, g is gravitational acceleration, and a is a preset scaled-downconstant.

In some exemplary embodiments, the preset control measure includes:ejecting a gasbag, or disintegrating the aircraft.

Advantages of the method and apparatus for controlling an aircraft aresummarized as follows. The method includes determining a horizontalvelocity V_(h) and a vertical velocity V_(v) of an aircraft; acquiring,along a moving direction of the aircraft, an object which is no greaterthan a preset distance L away from the aircraft; predicting, accordingto the horizontal velocity V_(h), the vertical velocity V_(v), and thepreset distance L, a position relationship between the aircraft and theobject after the aircraft flies the preset distance L; and controllingthe aircraft, by using a preset control measure, if the positionrelationship meets a preset relationship, thus achieving the control theaircraft after falling happens.

All the above embodiments can be implemented by employing existingfunctional component modules. For example, the processing module mayadopt existing data processing components, at least the location serverused in existing location technology has the components capable ofachieving the functions; as for the receiving module, it is a commoncomponent possessed by any device having signal transmission function;in the meanwhile, the calculation of the parameters A, n and theintensity adjustment performed by the processing module are bothconventional technological means, which is easy to implement by one ofordinary skill in the art through corresponding design and development.

For the convenience of description, the components of the apparatus aredivided into different modules or units according to the functions andare described independently. Certainly, the functions of the modules orunits can be implemented in one or more software or hardware forimplementing the present disclosure.

FIG. 20 is a schematic structural diagram of an apparatus 1100 forcontrolling an aircraft according to an embodiment of the presentdisclosure. The apparatus 1100 includes: a processor 1110 and a memory1120. The memory 1120 is communicably connected with the processor 1110.The memory 1120 is configured to store programs, and the processor 1110is configured to execute the programs stored in the memory 1120, theprograms includes:

a first determining module, being configured to determine a horizontalvelocity V_(h) and a vertical velocity V_(v) of an aircraft;

an acquisition module, being configured to acquire an object along afalling direction of the aircraft, a distance between the object and theaircraft being no greater than a preset distance L;

a prediction module, being configured to predict, according to thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L determined by the first determining module, a positionrelationship between the aircraft and the object acquired by theacquisition module after the aircraft flies the preset distance L; and

a control module, being configured to control the aircraft, by using apreset control measure, if the position relationship predicted by theprediction module meets a preset relationship;

wherein the prediction module includes:

a first determining unit, being configured to determine a firstprojection position of the aircraft in a probe plane, a distance betweenthe probe plane and the aircraft being L, and the probe plane beingvertical to a moving direction of the aircraft;

a second determining unit, being configured to determine a scanningposition of the object in the probe plane;

a prediction unit, being configured to predict, according to the firstprojection position, the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L determined by the firstdetermining unit, a second projection position of the aircraft in theprobe plane after the aircraft flies the preset distance L; and

a third determining unit, being configured to define a positionrelationship between the second projection position predicted by theprediction unit and the scanning position determined by the seconddetermining unit as the position relationship between the aircraft andthe object after the aircraft flies the preset distance L.

The programs further includes other modules, configured to perform theaforesaid methods for controlling an aircraft. For brevity ofdescription, the details are not given herein any further.

It is well-known to one of ordinary skill in the art that theembodiments of the present disclosure can be presented in the form ofmethods, systems, or computer program products. Thus, the presentdisclosure can adopt full hardware embodiments, full softwareembodiments, or software-hardware combination embodiments. The presentdisclosure can adopt the form of a computer program product implementedin one or more computer readable storage media (including but notlimited to disk memory, CD-ROM, optical memory, or the like) includingcomputer readable program codes.

The present disclosure is described according to flowcharts and/or blockdiagrams of the methods, apparatus (systems) and computer programproducts in embodiment of the present disclosure. It should beunderstandable that the computer program command can implement eachprocedure and/or block of the flowcharts and/or block diagrams, as wellas the combination of the procedure and/or block of the flowchartsand/or block diagrams. The computer program commands can be provided toa processor of a general computer, special computer, embedded processoror other programmable data processing equipment to generate a machine,which enables the command executed by the processor of a generalcomputer, special computer, embedded processor or other programmabledata processing equipment to produce a device capable of implementingthe function designated by one or more procedures in the flow chartand/or one or more blocks in the block diagram.

In some embodiments, the computer program commands can also be stored ina computer readable memory which can guide the computers or otherprogrammable data processing equipment to work in a specific mode, sothat the computer program commands stored in the computer readablememory produce manufactures including command devices, which canimplement the function designated by one or more procedures in the flowchart and/or one or more blocks in the block diagram.

In some embodiments, the computer program commands can also be loaded toa computer or other programmable data processing equipment, so as toexecute a series of operation steps on the computer or otherprogrammable data processing equipment to produce computer executableprocessing, so that the commands executed on the computer or otherprogrammable data processing equipment provide the step to implement thefunction designated by one or more procedures in the flow chart and/orone or more blocks in the block diagram.

Finally it shall be noted that, the above embodiments are only used todescribe but not to limit the technical solutions of the presentdisclosure; and within the concept of the present disclosure, technicalfeatures of the above embodiments or different embodiments may also becombined with each other, the steps may be implemented in an arbitraryorder, and many other variations in different aspects of the presentdisclosure described above are possible although, for purpose ofsimplicity, they are not provided in the details. Although the presentdisclosure has been detailed with reference to the above embodiments,those of ordinary skill in the art shall appreciate that modificationscan still be made to the technical solutions disclosed in the aboveembodiments or equivalent substations may be made to some of thetechnical features, and the corresponding technical solutions will notdepart from the scope of the present disclosure due to suchmodifications or substations.

What is claimed is:
 1. A method for controlling an aircraft, comprising:determining fall of the aircraft; determining a horizontal velocityV_(h) and a vertical velocity V_(v) of the aircraft; acquiring, along amoving direction of the aircraft, an object having a distance that is nogreater than a preset distance L away from the aircraft; predicting,according to the horizontal velocity V_(h), the vertical velocity V_(v),and the preset distance L, a position relationship between the aircraftand the object after the aircraft flies the preset distance L; andcontrolling the aircraft, by using a preset control measure, if theposition relationship meets a preset relationship; wherein thepredicting, according to the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L, a position relationshipbetween the aircraft and the object after the aircraft flies the presetdistance L comprises: determining a first projection position of theaircraft in a probe plane; determining a scanning position of the objectin the probe plane; a distance between the probe plane and the aircraftbeing L, and the probe plane being vertical to a moving direction of theaircraft; predicting, according to the first projection position, thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L, a second projection position of the aircraft in the probeplane after the aircraft flies the preset distance L; and defining aposition relationship between the second projection position and thescanning position as the position relationship between the aircraft andthe object after the aircraft flies the preset distance L; wherein thepreset relationship is that the positions of the aircraft and the objectare partially overlapped, or the preset relationship is that the actualdistance between the aircraft and the object is no greater than e,wherein the actual distance between the aircraft and the object is c×a,c denotes the distance between the second projection position and thescanning position, a denotes a shrinking ratio constant.
 2. The methodof claim 1, wherein the aircraft is equipped with a depth of fieldsensor, and a probe direction of the depth field sensor is the same asthe moving direction of the aircraft; and the acquiring, along a movingdirection of the aircraft, an object having distance that is no greaterthan a present distance L away from the aircraft comprises: acquiring anobject probed by the depth of field sensor with the present distance Las depth of field.
 3. The method of claim 2, wherein the determining afirst projection position of the aircraft in a probe plane comprises:acquiring a three-dimensional size of the aircraft; determining an anglebetween the depth of field sensor and an initial direction of theaircraft; projecting the aircraft in the probe plane according to thethree-dimensional size and the angle; and defining a projection positionof the aircraft in the probe plane as the first projection position. 4.The method of claim 1, wherein the predicting, according to the firstprojection position, the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L, a second projection positionof the aircraft in the probe plane after the aircraft flies the presetdistance L comprises: predicting, according to the horizontal velocityV_(h), the vertical velocity V_(v), and the preset distance L, alongitudinal moving distance s of the aircraft in the probe plane afterthe aircraft flies the preset distance L; and defining a position of thefirst projection position after longitudinally moving the distance s asthe second projection position.
 5. The method of claim 4, wherein thepredicting, according to the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L, a longitudinal movingdistance s of the aircraft in the probe plane after the aircraft fliesthe preset distance L comprises: predicting the longitudinal movingdistance s according to the following formula:$s = \frac{L \times {\tan( {{\arctan( {( {V_{v} + {g \times {L/\sqrt{V_{h}^{2} + V_{v}^{2}}}}} )/V_{h}} )} - {\arctan( {V_{v}/V_{h}} )}} )}}{a}$in which, g is gravitational acceleration, and a is a preset scaled-downconstant.
 6. The method of claim 1, wherein the preset control measurecomprises: ejecting a gasbag, or disintegrating the aircraft.
 7. Anapparatus for controlling an aircraft, comprising: at least oneprocessor; and a memory communicably connected with the at least oneprocessor and storing one or more programs executable by the at leastone processor, the one or more programs comprising: a first determiningmodule, being configured to determine a horizontal velocity V_(h)and avertical velocity V_(v) of an aircraft; a second determining module,being configured to determine fall of the aircraft; an acquisitionmodule, being configured to acquire an object along a falling directionof the aircraft, a distance between the object and the aircraft being nogreater than a preset distance L; a prediction module, being configuredto predict, according to the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L determined by the firstdetermining module, a position relationship between the aircraft and theobject acquired by the acquisition module after the aircraft flies thepreset distance L; and a control module, being configured to control theaircraft, by using a preset control measure, if the positionrelationship predicted by the prediction module meets a presetrelationship; wherein the prediction module comprises: a firstdetermining unit, being configured to determine a first projectionposition of the aircraft in a probe plane, a distance between the probeplane and the aircraft being L, and the probe plane being vertical to amoving direction of the aircraft; a second determining unit, beingconfigured to determine a scanning position of the object in the probeplane; a prediction unit, being configured to predict, according to thefirst projection position, the horizontal velocity V_(h), the verticalvelocity V_(v), and the preset distance L determined by the firstdetermining unit, a second projection position of the aircraft in theprobe plane after the aircraft flies the preset distance L; and a thirddetermining unit, being configured to define a position relationshipbetween the second projection position predicted by the prediction unitand the scanning position determined by the second determining unit asthe position relationship between the aircraft and the object after theaircraft flies the preset distance L; wherein the preset relationship isthat positions of the aircraft and the object are partially overlapped,or the preset relationship is that the actual distance between theaircraft and the object is no greater than e, wherein the actualdistance between the aircraft and the object is c×a, c denotes thedistance between the second projection position and the scanningposition, a denotes a shrinking ratio constant.
 8. The apparatus ofclaim 7, wherein the aircraft is equipped with a depth of field sensor,and a probe direction of the depth of field sensor is the same as themoving direction of the aircraft; and the acquisition module isconfigured to acquire an object probed by the depth of field sensor withthe preset distance L as a depth of field.
 9. The apparatus of claim 8,wherein the first determining unit comprises: an acquisition subunit,being configured to acquire a three-dimensional size of the aircraft; afirst determining subunit, being configured to determine an anglebetween the depth of field sensor and an initial direction of theaircraft; a projection subunit, being configured to project the aircraftin the probe plane according to the three-dimensional size acquired bythe acquisition subunit and the angle determined by the firstdetermining subunit; and a second determining subunit, being configuredto define a projection position of the aircraft projected by theprojection subunit in the probe plane as the first projection position.10. The apparatus of claim 7, wherein the prediction unit comprises: aprediction subunit, being configured to predict, according to thehorizontal velocity V_(h), the vertical velocity V_(v), and the presetdistance L, a longitudinal moving distance s of the aircraft in theprobe plane after the aircraft flies the preset distance L; and adetermining subunit, being configured to define a position of the firstprojection position after longitudinally moving the distance s predictedby the prediction subunit as the second projection position.
 11. Theapparatus of claim 10, wherein the prediction subunit predicts thedistance s according to the following formula:$s = \frac{L \times {\tan( {{\arctan( {( {V_{v} + {g \times {L/\sqrt{V_{h}^{2} + V_{v}^{2}}}}} )/V_{h}} )} - {\arctan( {V_{v}/V_{h}} )}} )}}{a}$in which, g is gravitational acceleration, and a is a preset scaled-downconstant.
 12. The apparatus of claim 7, wherein the preset controlmeasure comprises: ejecting a gasbag, or disintegrating the aircraft.